Railway-crossing gate.



M. REASONER. RAILWAY onossme GATE.

' APPLICATION FILED APR. 18, 1910. 977,548. Patented Dec. 6, 1910 3 SHEETS-SHEET 1.

M. REASONER. RAILWAY CROSSING GATE.

APPLICATION FILED APRJB, 1910 Patented Dec. 6,1910.

3 SHEETS-SHEET 2.

M. REASONER. RAILWAY CROSSING GATE. APPLICATION FILED APR. 18, 1910.

Patent ed Dec. 6, 1910.

3 BHBETS-BHEET 3.

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FFICE.

MILES REASONER, F BOMAR, OKLAHOMA.

RAILWAY-CROSSING GATE.

To all whom it may concern:

Be it known that I, MILEs REASONER, a citizen of the United States, residing at Bomar, in the county of Love, State of Oklahoma, have invented certain new and use ful Improvements in Railway- Crossing Gates; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

This invention relates to railway crossing gates and has special reference to that type of gate which extends across the track for the purpose of preventing cattle encroaching on the right of way.

More especially the invention relates to a gate of this type actuated by means of a presser bar lying alongside of one of the rails of a track, the presser bar being connected to the gate by certain mechanism for converting the downward motion of the presser bar into lateral motion of the gate.

The principal object of the invention is to improve and simplify the general construction and arrangement of the presser bar, gate and mechanism connecting said presser bar and gate.

With the above and other objects in view, the invention consists in general of certain novel details of construction and combinations of parts hereinafter fully described, illustrated in the accompanying drawings, and specifically set forth in the claim.

In the accompanying drawings, like char acters of reference indicate like parts in the several views, and :-F igure 1 is a plan View of a section of track equipped with this invention. Fig. 2 is a side elevation of the same. Fig. 3 is an enlarged section on the line 33, the gate being shown closed in full lines and opened in dotted lines, the view showing a gate of slightly different proportions from that shown in Figs. 1 and 2, in order to bring out more clearly the details of construction. Fig. 41 is a section on the line 4-4: of Fig. 3. Fig. 5 is a detail view of a certain lever used in connection with the mechanism. Fig. 6 is a detail view of a certain rock arm used with this invention. Fig. 7 is a view showing the type of brackets used for supporting the levers 5. Fig. 8 is a side view of a presser bar employed'in connection with this invention.

The track consists of the ordinary ties 1O whereon are secured the rails 11. Certain Specification of Letters Patent.

Application filed April 18, 1910.

Patented Dec. 6, 1910.

Serial No. 556,194.

of the ties 10 are elongated as at 12 for purposes hereinafter to be described. At 13 is shown a still further elongated tie and extending upward from this tie are spaced uprights 14 and bet-ween these uprights slide gate sections 15, it being understood that there are two of these gate sections, one on each side of the road crossing the track. In order to support these gate sections so that they may be freely movable between the guides 14: these guides are provided with stub shafts 16 whereon are mounted rollers 17 on which the bars of the gate sections rest.

Mounted on the ends of the ties 12 are bearings 18 which support shafts 19. Each of the shafts 19 is provided with an upwardly extending rock arm 20 which is con nected to a bracket 21 on a respective gate by means of a link 22.

At 23 are resilient presser bars the ends of which are inclined downwardly and secured to certain of the ties 10 by means of lag screws or bolts 21 moving in slots 25 formed in said ends. These presser bars are held in spaced relation by braces 26 and are so arranged that the bars will lie normally adjacent the inner sides of the rail heads, being held in that position not only by the braces 26 but also by guides 27 suitably secured to the ties. Spaced along the presser bars are series of depending brackets 28 which extend down between the ties and opposite each of these brackets is a bracket 29 having spaced ears 30. Between the ears 30 of each bracket 29 is pivoted a lever 31 having its inner end pivotally connected to a respective bracket 28 while the upper surface of its outer end is curved as at 32 to form a cam. Upon the shafts 19 are fixed rock arms 33 which extend inward toward the track'and have their free ends forked as at 34. In the forked end of each of these rock arms is supported a roller which rests upon the cam end 32 of a respective lever 31.

In the operation of the device a train passing over that portion of the track containing the presser bars 23 will depress these bars by reason of the flanges of the wheels contacting therewith. This depression will take place against the resistance due to the resiliency of the presser bar, the latter acting like a very long leaf spring by reason of its resiliency and the fact that its ends rest on the ties. As the presser bars are depressed the levers 31 will have their cam ends 32 raised with the result that the forked ends 3a of the rock arms 33 will also be raised. The peculiar shape of the levers 31 is such that the higher the cam arms 33 are raised the greater will be the force tending to raise them as the cams 32 will act more slowly at the end of the movement than at the beginning. The presser bars 23 are necessarily of con siderable length and on this account a series of the levers and rock arms is provided for each presser bar, the reason being that the spring action of the presser bars would tend to raise the same unless the weight was im mediately over each of the levers or was spaced equally on each side thereof so that the gate actuated by the movement of said presser bars might begin to move prior to the proper time were not the series provided. The raising of the rock arms 33 causes the rotation of the shafts l9 and this in turn moves the rock arms 20 so that their free ends separate farther, and by this action cause the gate sections 15 to assume the position shown in dotted lines in Fig. 3. In order to return the gates to closed position after the passage of a train each of the arms 20 has connected thereto one end of a spring 36, the opposite end of Which is connected to a suitable point on one of the ties. It will be obvious that the farther these springs 36 are stretched the greater will be the effort required to extend them and as the cam action of the levers 31 gives the increased force above noted to the movement of the rock shaft this greater effort will be compensated.

From the foregoing it will be seen that the approach of a train along the track will depress the presser bars and that this, through the mechanism connected with the gates, will cause the same to open and remain open until the train has passed clear of the presser bars, after which the gates will automatically close. While the present showing indicates a single pair of gates 0perated in this manner it is obvious that a pair of these gates will be used on each side of the railway crossing in the majority of cases and that these gates will be actuated identically with the present disclosure.

There has thus been provided a simple and elficient device of the kind described and for the purpose specified.

Having thus described the invention, what is claimed as new, is

The combination with a railroad track, a resilient presser bar supported beside one of the rails of said track, and a normally closed gate mounted to move transversely of said track; of bearings arranged in alinemerit parallel to and adjacent said track, a shaft supported in said bearings and having one end adjacent said gate, a rock arm carried by said shaft at the end adjacent the gate, a series of brackets spaced along the track opposite the presser bar, a second series of brackets depending from the presser bar, the brackets of said second series being opposite the brackets of the first series, levers each pivoted to one of the first series of brackets and having their respective ends connected to the brackets of the second series, the opposite ends of said levers being provided wit-h curved upper faces forming cams, a series of rock arms fixed in spaced relation along said shaft and each provided with a forked free end, a roller carried in each forked end and resting on a respective cam, and means to return said gate to closed position after being opened through the depression of the presser bar by a train. 7

In testimony whereof, I afliX my signature, in presence of two witnesses.

MILES REASONER.

Witnesses:

J. T. BONDURANT, G. C. REASONER. 

